Clutch operating mechanism



Aug. 19, 1947. R. R. STEVENS CLUTCH OPERATING MECHANISM Filed Jim 25,1942 3 Sheets-Sheet 1 m MW a n M mm a o I W bow +3150 .6 33am EC 1947- vR. R. STEVENS 2,426,063

CLUTCH OPERATING MECHANISM Filed June 23, 1942 3 Sheets-Sheet 3 INVENTORYRO)? 1P. Sitevens ATTORNEY Patented Aug. 19, 1947 CLUTCH OPERATINGMECHANISM Roy R. Stevens, Forest Hills, Pa" assignor to The WestinghouseAir Brake Company. Wilmerding, Pa., a corporation of PennsylvaniaApplication June 23, 1942, Serial No. 448,187

. 24 Claims.

This invention relates to clutch operating mechanism and moreparticularly to manually controlled power means for controlling theoperation 01' clutches, iuel supply devices for governing the speed orpower output of internal combustion engines, etc.

In certain water crait internal combustion engines are employed fordriving the propeller to propel the craft. The engines are provided withfuel supply governing means which is adjustable to vary the power outputor speed of the engine and thereby the speed of the craft, and a clutchis used to connect and disconnect the engine to and from the propeller.

The clutch employed in certain of these crai'ts has a driving partconnected with the engine and a driven part connected with thepropeller. The driven part has a i'orwardposition for cooperation withthe driving part to impart forward movementto the craft. a reverseposition for cooperation with the driving part to propel the craft inreverse and a neutral position intermediate the forward and reversepositions for disconnecting the engine and propeller. Power is requiredior moving the driven part oi' the clutch to each oi its difierentpositions. Such movement of the driven part is usually opposed bypressure means of the over-center type which act in the ior-.

ward and reverse positions to hold the driving and driven parts indriving relation with each other while in the neutral position thepressure means maintains the clutch driving and driven parts tree ofeach other. After the driven part is moved to a selected position, thepower employed ior actuating same may therefore be removed. Such removalof power is also desirable in order that the clutch parts including athrust bearing usually employed between the power means and driven partof the clutch be relieved of an unnecessary load or iorce which mightcause undue wear.

One object 01' the invention is the provision of an improved manuallycontrolled power mechanism for selectively moving a device such as thedriven part oi a clutch to any one of a plurality of differentpositions.

Another object of the invention is the provision of a selective clutchcontrol positioning power mechanism which is positive in operation inaccordance with a selected movement of a manual control member.

Another object of the invention is the provision of a clutch controlsystem operative automatically to compensate for wear in the clutchparts and in pin and link connections to such 2 parts, so as to insurepositive and selective operation of the clutch throughout its usefulliie.

Another object of the invention is the provision of a clutch controlsystem embodying power means for moving the driven part of the clutch toany selected one o! a plurality of diilerent positions in accordancewith a selected operation of a manual control element and also embodyingmeans operative automatically to relieve the clutch of the power orforce of said power means after and only after the attainment of suchselected position has been assured.

Another object of the invention is the provi sion of means for adjustingthe iuel supply device ior the engine to its engine idling position uponor prior to disengagement oi the clutch.

Still another object of the invention is the provision of means formaintaining the fuel supply device adjusted to its idling position untilafter engagement of the clutch.

Another object of the invention is the provision of a system forcontrolling a clutch and the adjustment of a fuel supply device for anengine embodying a manual control device so designed as to insureadjustment oi the fuel supply device to provide for idling op ration ofthe engine upon or prior to disengaging the clutch and ior maintainingthis adlustment oi the fuel supply device until the clutch issubsequently engaged.

Another object of the invention is the provision of a control system sodesigned and arranged as to insure automatic attainment oi any and all0! the above objects with no attention on the part 01' the operatorother than the movement of a manual control lever or control handle to adesired position.

Other objects and advantages will be apparent from the following moredetailed description of the invention.

In the accompanying drawings: Fig. 1 is a diagrammatic view, mainly insection, 0! a combined clutch and fuel control system constructed inaccordance with one embodiment of the-invention; Fig. 2 is a sectionalview, on an enlarged scale, oi a valve device embodied in the apparatusshown in Fig. 1; Figs. 3 and 4 are sectional views taken on the lines3-! and 4-4, respectively, of Fig. 1; Fig. 5 is a sectional view oi amodification of a portion of the structure shown in Fig. 1; Figs. 6 to 8are diagrammatic views, partly in section, of different embodiments ofthe invention; Fig. 9 is a diagrammatic view, mainly in section, 01' aportion of a clutch and fuel supply control system constructed inaccordance with another embodiment of the invention; and Figs.

. 3 4 10 to 12 are diagrammatic views, partly in section, showing stillother embodiments of the invention.

Description-Figures 1 to 4 In Fig. l the reference numeral I indicates aportion of a clutch housing which may contain a three position clutch.such as above described. A rock shaft 2 is provided for-moving thedriven part of the clutch in housing I to its different positions andthis shaft is operable by a lever or arm 8 which has a "Forwardposition, a Reverse" position, and a Neutral or disengaged position forcorrespondingly ositionin 'the driven part of the clutch, Thesepositions are indicated by dash lines and appropriate legends in Fig. 1,and it will be noted that at one side of the "Neutrai position there aretwo positions designated "Reverse" and at the opposite side twopositions designated "Forward." The two dash lines, designated Forwardand "Reverse which are closest to the "Neutral" position of lever 8,indicate the extent of movement of said lever from Neutral" position foreffecting engagement of the clutch to provide for movement of the crafteither forwardly or in reverse when the clutch is new, while the twodash lines most remote from said lever at either side thereof indicatepositions which said lever will assume to condition the driven part ofthe clutch to provide for movement of the craft either forwardly or inreverse after the clutch parts have become worn. In other words the twodash lines designating "Forward" and/or Reverse indicate the extremepositions which the arm 2 may attain during the life of a clutch.

The reference numeral 4 indicates a portion of a fuel supply device foran internal combustion engine. This device may be of any desired typecapable of adjustment, as by a lever 5, to provide for varying speeds ordegrees of output of the engine. The lever may therefore have an engineidling position in which it is shown and be movable therefrom in acounterclockwise direction as viewed in the drawing to increase thespeed or output of the engine in accordance with the extent of suchmovement from idling position, the maximum speed or output beingobtainable in a position such as indicated by a dash line 8.

The invention constitutes means for selectively moving the clutchcontrol lever 2 to any one of its three different positions, foradjusting the fuel supply control lever 5, and for insuring that thefuel supply lever 5 will be in the engine idling position shown whenengaging and disengaging a clutch by operation of the clutch lever 8 andat all times when said lever is out of its "Forward" and "Reversepositions. To this end the control mechanism therefore comprises aclutch control device I for moving the clutch lever 8 to its differentpositions; a fuel supply control device 8 for adjusting the fuel supplylever 5; a manual controller 8 for controlling the operation of thedevices 1 and 8 and so arranged as to provide for the fuel supply lever5 being in engine idling position when the clutch controlled by lever 2is disengaged; a cutoff valve device I8 provided to relieve the clutchoperating lever 8 of force upon completion of movement of the clutch toany selected position; an interlock valve device provided to insure thatthe fuel supply control lever 8 will remain in idling position untilafter the clutch controlled by arm 8 is engaged; and a double checkvalve device l2.

The clutch control device 1 comprises a cylinder I! having a piston boreclosed at one end by a pressure head l8 and at the opposite end by apressure head H. A master or clutch control piston i8 for controllingthe positioning of clutch arm 8 is slidably mounted in the bore incasing l5 and has a rod i8 extending through the pressure head Asuitablepacking 28 is provided around the rod l8 and secured to head II forpreventin leakage of fluid under pressure from a chamber 2|, provided atone side of the piston. past said rod to the atmosphere.

A nut 22 is secured to the end of rod i8 Drojecting from or beyond thepressure head I! and to this nut is secured, by means or a pin 28, oneend of a clevis 24. An eye bolt 25 has one end secured in the oppositeend or clevis 24 by screwt r s gement. and carries a lock nut 28 forengagement with the end of the clevis to hold the eye bolt rigid withrespect to said nut in an adjusted position. The other end of the eyebolt is mounted between laws 21 provided in the end of the clutchcontrol lever 2 and is pivotally connected to the Jaws by means of a pin28.

As above mentioned, the piston [8 has at one side a pressure chamber 2|.At the opposite side of this piston is a pressure chamber 88 and thesetwo chambers are connected by pipes 8| and 82, respectively, to a mastercontroller which is ri i ly associated with the cylinder l5 by beingpreferably mounted on a bracket 88 which pro- Jects from the pressurehead l8.

The controller 85 comprises a casing or body portion 31 and a coverportion 28 secured to the upper end of the body portion. A lever 28having one end fuicrumed in the casing 31 extends through a slot 48provided in the top wall of cover 38, the fulcrum and said slotproviding for rocking movement of the lever only in a direc tionparallel to the axis of the cylinder i5. Between the fulcrum for lever88 and the adjacent end of the cylinder I 5 is a valve device 4|arranged for operation by lever 28 upon counterclockwise movement from aneutral position shown for supplying fluid under pressure to chamber 28in cylinder l5 and upon movement in the reverse direction for releasingfluid under pressure from said chamber while maintaining the supplycommunication to the chamber closed. At the opposite side of the fulcrumfor lever 28 is a valve device 42 for supplying fluid under pressure toand releasing same from pressure chamber 2| upon rocking of the lever 88first in a clockwise direction from neutral and then in acounterclockwise direction toward neutral.

Both of the valve devices 4| and 42 may be identical in structure and asshown in Fig, 2 each may comprise a supply valve 43 contained in achamber 44 and a release valve 45 contained in a chamber 48. Both ofthese valves are mounted on a common stem 41 which extends through anopening 48 connecting the chambers 44 and 46. This opening is encircledin chamber 44 by an annular seat rib 48 arranged to be engaged by thesupply valve 43 for closing communication between the chamber 44 andchamber 48. A spring 58 in chamber 44 acts on the supply valve 48 forurging same into contact with the rib 48.

The chamber 48 containing the release valve 45 is in the form of a borein which is slidably mounted above said valve two connected plungers 5|and 52. On the face of plunger 5| adjacent the exhaust valve 45 is-apacking cup 58 having sliding contact with the wall of chamber 48 anders and which is constantly open to the atmosphere through a passage 68,a chamber 88, and an opening (not shown). The plunger H is provided withan axial bore 81 open at one end to the atmospheric chamber 84 and atthe opposite end to chamber 46 wherein the open end of said bore isencircled by a seat rib 58 provided for engagement by the release valve45 for closing communication between chamber 46 and the chamber 84. Alight bias spring 59 in chamber 46 sets on the plunger for urging sameand thereby the plunger 52 in a direction away from the release valve65.

The supply valve chamber 44 in each of the valve devices 45 and 42 isconnected by a passage 88 to a cavity 8i arranged to be supplied withfluid under pressure through a pipe 62. The chamber 48 in the valvedevice H is connected to the pipe 82-, while in the valve device 42 saidchamber is connected to the pipe H.

The lever 89 is provided with two oppositely arranged arms 8iterminating respectively over the two plungers 82 of the valve devices4! and 42, and in the end of each of these arms is an adjusting screw 82arranged to engage the respective plunger 82. A lock nut 83 is providedon each screw 82 for securing same in an adjusted position.

With the lever 39 in neutral position at right angles to the axis ofpiston rod [8, both adjusting screws 82 are so adjusted that plungers 82and ii in the two valve devices 4i and 42 will .be positionedsubstantially as shown in Fig.- 2, in which position the plunger ii isjust disengaged from or out of sealing contact with the release valve48. When so adjusted, the pressure chamber 88 in the cylinder it will beopened through the pipe 82 and past the releas valve 45 in the valvedevice 4| to chamber 54 and thence to the atmosphere. Also chamber 2! atthe opposite side or the master piston I8 will be open to the atmospherepast the release valve 45 in the valve device 42.

Rocking oi the lever 88 in a counterclockwise direction from its neutralposition will shift the plungers' 82 and ii in the valve devic 4i in adownwardly direction against the pressure of bias spring 88. Thismovement initially will be relative to the release valve 45 and thenplunger 8! will engage said valve to. close communication betweenchamber 48 and atmospheric chamber 54. Further downward movement of theplungers 52 and 8| will then act to move the release valve 45 andthereby the supply valve 48 in a downwardly direction and unseat thesupply valve 43 from the seat rib 48. With .the supply valve 43 unseatedfluid under pressure will flow from the supply pipe 82 past said valveto chamber 48 and thence through the pipe 82 to pressure chamber 80 inthe cylinder device It for acting on the master piston i8 to eflectmovement thereof in the direction of the left-hand. Return of the lever39 to its neutral position will first permit seating oi. the supply valv48 by spring 50 and then movement of plunger 8 l away from the releasevalve 48, due to which, fluid under pressure will be released fromchamber 80 in the cylinder i6 past said release valve to atmosphere.Likewise, movement 01 the lever 88 in a clockwise direction from itsneutral position shown will first seat the release valve 48 and thenunseat the supply valve 48 in the valve device 42 so as to supply fluidunder pressure from pipe 82 through pipe 3! to pressure chamber 2| inthe cylinder device it, while return oi the lever to neutral positionwill open chamber 2| to atmosphere past the release valve 48 in valvedevice 42.

For reasons to be hereinafter described, it is desired to limit movementof the lever 88 out of its neutral position shown, in both directions toa degree just suiilcient to insure opening of the supply valve 43 in thevalve devices 41 or 42 an amount which will provide for prompt chargingof the respective pressure chambers 88 or 2| with fluid under pressure.To accomplish this end the length of the slot 40 may be limited so thatthe opposite ends'84 thereof may act as stops for engagement by lever88.

A pilot device 10 is rigidly secured to the cylinder I5 and comprises acylinder H having a piston bore 72. One end of the cylinder H is openand secured over this open end is a cup shaped pressure head 13. Apiston 14 is mounted to slide in the bore 12 and is rigidly connected toone end of a piston rod 75 which extends through a suitable bore inpressure head 13 and a packing 18 secured to said head.

The pilot piston 14 comprises two pressure heads 11 and 18 which arespaced apart and integrally connected, and between these heads is achamber 19 which is in constant communication with the atmospherethrough a communication or port 84 provided in the piston rod 15. At theopposite side of pressure head 11 is a pressure chamber 80, and asuitable packing cup Si is secured to said pressure head for preventingleakage of fluid under pressure from said chamber to chamber 19. Thepressure head 18 has at its opposite face a pressure chamber 82 and isprovided with a packing cup 88 arranged to prevent leakage irom saidchamber to the atmos pheric chamber 19.

Two stops 85 and 86 are slidably mounted on the piston rod T5 in chamber82. One end of stop B5 is arranged to engage the piston head 18 and atits opposite end is an annular outturned flange 81 arranged to cooperatewith an annular shoulder 810 provided in cylinder H to limit movementthereof in the direction of the righthand. The stop 88 is provided withan annular interned shoulder 88 at one end arranged to cooperate with ashoulder 8811 on the piston rod 18 for moving said stop in the directionof the righthand upon corresponding movement of ,the piston rod 15 fromthe position shown. The opposite end of stop 86 is arranged to engagethe closed end of pressure head 73 to limit movement or the stop in thedirection of the left-hand. A coil spring 89, under initial compressionand encircling the piston rod 15, bears at one end against the stop 85and at the opposite end against stop 88.

From the above description it will be seen that in case of movement oithe piston rod 15 and piston 14 in the direction of the right-hand, the

stop 86 and engaged end of spring 88 will move with said rod, but thestop 85 will remain stationary and such movement of the piston 14 willtherefore be opposed by spring 88 and limited by contact between thestop 88 and a ring 88 clamped between the cylinder H and pressure head13. Upon movement of the piston rod 15 and piston I4 in the direction oithe left-hand, the stop 86 will remain stationary while the stop 85 willmove with said piston so that the spring 89 will opposite this movementand the movement will be limited by engagement of stop 88 with ring 90.Engagement between shoulder 88 on stop 86 and shoulder am on iston rod18.

and between the shoulder 61 on stop 05 and shoulder 81a in cylinder IIacts to limit expansion of spring upon movement of piston I4 in eitherdirection toward the neutral position shown soas to thereby define saidposition;

The outer end of pistonrod I is connected to a cross-head BI which ismounted to slide in a slot provided intermediate the ends and extendinglongitudinally of a lever 82. One end of this lever is pivotallyconnected by a pin I13 to nut 22 on the end of the master piston rod I0,while its opposite end is connected by a pin 64 to one end of a member95, the opposite end of which member is adjustably connected byscrew-threads to one end of a reach rod 06. The opposite end of rod 86is adjustably connected by screw-threads to one end of a member 91 theopposite end of which is connected by a pin 98 to the end of lever 29projecting through slot 40 in cover 30 of the controller 35. Lockingnuts 69 are provided on the reach rod 96 for contact with the members 85and 81 in order to provide a rigid connection between the lever 92 atone end of the reach rod and lever 39 at the opposite end.

The fuel supply control device 8 comprises a casing containing a movableabutment I00 which may be in the form of a piston slidably mounted inthe casing and connected to one end of a rod I M. This rod extendsthrough a chamber I03 at one side of piston I00 and through the end ofthe casing and its outer end is arranged for connection in any suitablemanner, as by pin I02, to the lever 5 of the fuel control device 4. Thechamber I03 is open to the atmosphere through clearance space (notshown) provided between the rod and the bore in the end of the casingthrough which it extends, and said chamber contains a spring I04 actingon the piston urging it to the position shown. At the opposite side ofpiston I00 is a chamber I05 which is connected to a pipe I06 throughwhich fluid under pressure may flow to said chamber for adjusting theposition of piston I00 in said chamber and thereby the position of thefuel control lever 5 in accordance with the degree of pressure of fluidsupplied to the chamber and the opposing pressure of spring I04.

When the chamber I05 is vented, the piston I00 and fuel supply controlarm 5 are arranged to occupy the position shown providing for idling ofthe engine. When a certain maximum degree of fluid pressure is providedin chamber I 05, a shoulder I01 on the piston rod is arranged tocooperate with the end of the casing for limiting movement of the pistonI00 and thereby of the fuel control arm 5 to that indicated by the dashline 6 which provides for full output or speed of the engine. The arm 5may be adjusted to any position intermediate idling position and thatindicated by the dash line 6 by providing the proper degree of fluidpressure in the piston chamber I05, as will be apparent.

The manual controller 8 is provided to selectively supply or releasefluid under pressure to or from clutch control pipes H0 and III leadingto chambers 82 and 80, respectively, at opposite sides of piston 14 inthe pilot device I0. The controller 9 is also provided to vary thepressure of fluid in pipe I06 and thereby in the pressure chamber I 05in the fuel supply control device 8 to provide various chosen degrees ofspeed or power output of the engine, and to also effect venting of fluidunder pressure from said pipe and chamber to provide for operation ofthe ensine at idling speed, prior to disengaging the clutch and untilafter the clutch is engaged by operation oi the clutch control device 7.To accomplish these results, th manual controller 6 may be of anysuitable structure such for example as similar to that disclosed in thecopending application of Rankin J, Bush and William H. Glass, Serial No.400,266, filed June 28, 1941, now Patent No. 2,329,742, issued September21, 1943. In view of this and also with a view to simplicity in thepresent application only a suflicient showing of the manual controller 8is therefore made in Figs. 1, 3, and 4, of the drawings to provide aclear and comprehensive understanding of the invention when taken withthe following description.

The manual controller 9 may comprise a base or body portion H2 bestshown in Fig. 3 containing four valve devices III, II4,II5,' and IIS asbest shown in Fig. 1 spaced ninety degrees apart around a circle.Pivotally mounted in the body portion at the center of this circle is anoperating lever IIT capable of movement toward and away from each ofsaid valve devices.

The valve device II4 is provided for causing engagement of the clutch topropel the craft in a forwardly direction while the valve device I I3 isprovided for efiectin' engagement of the clutch to propel the craft inthe reverse direction. These alve devices are therefore preferablylocated in the body portion II2 of the manual controller diametricallyopposite each other with the valve device I I4 in the right-hand side ofthe body portion, as viewed in Fig. 1, which side may be as- 4 sumed tobe facing the front of the craft, while the,valve device H3 is thereforedisposed in the side of the body facing the stern of the craft. Each ofthe valve devices H3 and H4 may be identical in structure with the valvedevices 4i and 42 employed in the controller 35. For operating the valvedevices II 3 and H4 two oppositely disposed levers I25 and I26 (Fig. 3)are pivoted in the base H2. The lever I25 is arranged for controllingthe valve device H3 and has an adjusting screw I27 in one end thereoffor engaging the plunger 52 of the valve device, while the lever I26 isprovided for controlling the valve device H4 and has an adjusting screwI28 in one end for engaging the plunger 52 of the valve device H4. Theopposite ends of the two levers I25 and I26 are arranged to engageopposite portions of a frusto-conical shaped cam I29 which is providedon the lever III, This cam is so arranged that movement of the lever inthe direction of either of the valve devices will depress the plunger 52of that valve device to close the release valve 45 and open the supplyvalve 43 therein. When one of the valve devices II3, H4 is thus operatedto open its supply valve 43 the other valve device remains in thecondition with its release valve 45 open. The adjustin screws I21 andI28 are so regulated that the release valves 45 in both of the valvedevices H3 and II4 are open when the lever III is in its neutralposition shown in Fig. 3.

The valve device I I5 is provided for varying the pressure of fluid inchamber I05 of. the fuel control device I, after the valve device II3has been operated to cause movement of the craft in reverse, while thevalve d vice H6 is provided for varying the pressure of fluid in chamberI 05 after the valve device I I4 has been operated to cause movement ofthe craft in a forwardly direction.

Both of the valve devices I I5 and H6 may be of a structure like thatshown in Fig. 4 which is identical to that shown in Fig, 2 except thattwo telescopically arranged plungers l3I and I 32 are used in place ofplungers SI and 52, and a control spring I30 is interposed between andconnects the plungers BI and I32, The body P rtion H2 of the controllercarries a lever I33 (Fig. 4) for operating the plunger I3I of each ofthe valve devices H and H6. These levers I33 (only one of which isshown) may be like the levers I25 and I23 which are provided foroperating the valve devices H3 and H4 in that in one end of each is anadjusting screw I34 provided for engaging the respective plunger I3Iwhile the opposite end of the lever is arranged for operation by cam I29provided on the operating lever H1.

Movement of the lever H1 in the direction of either of the valve devicesH5 or H6 will, as will be apparent, move the plunger I3I in the valvedevice in a downwardly direction. as viewed in Fig. 4. This movement ofplunger I3I will act to increase the pressure of spring I30 on theplunger I32 and therefore cause movement of the latter into contact withthe release valve 45. Further movement of the plunger I32 under theaction of spring I30 will then cause opening of the supply valve 43 inorder to permit flow of fluid under pressure from a supply pipe I35(Fig. 4) past the supply valve 43 tochamber 46 from which, in the valvedevice I I5, it will flow to pipe H 8, and from which, in the valvedevice H5, it will flow to pipe H3. Fluid under pressure will thus besupplied past the supply valve 43 to chamber 43 in either of the valvedevices I I5 or H6 until the pressure in said chamber acting on theplunger I32 is increased sufllciently to overcome the opposing adjustedpressure of spring I30 at which time the plunger I 32 will be movedupwardly relative to the plunger I3I to a position in which the supplyvalve 43 becomes seated to prevent further flow of fluid under pressureto chamber 45.

It the lever H1 is moved further in the direction of the valve device H5or H6, a corresponding further increase in downward movement of plungerI3I and in pressure of spring I30 is efiected in the respective deviceto cause operation of plungerJ32 to again open the supply valve 43 forincreasing the pressure of fluid in chamber 43 in accordance with thenew position of the plunger I3I and lever HI.

Movement of lever I H in a direction away from the valve device I I5 orH3 back toward its normal position shown permits movement of the plungerI3I in the valve device in a direction away from the plunger I32 tothereby reduce the pressure of spring I30 on the plunger I32, As aresult, the pressure of fluid in chamber 43 will move the plunger I32 inan upwardly direction and away from the release valve 45. so that fluidunder pressure in chamber 43 will be released past the release valve 45.I! the lever H1 is returned fully to its normal position, the pressureof spring 130 in valve device H5 or H3 will be reduced to such an extentthat a complete release of fluid under pressure from chamber 43 willoccur. However, in case the lever H1 is only partially returned towardits normal position, fluid will be released from chamber 43 only untilthe pressure of such fluid becomes reduced to a degree sufilcient forthe spring I30 to move the plunger I32 back into engagement with therelease valve 45 so as to thereby hold in chamber 46 a pressurecorresponding to the position of the lever HT.

From the above description it will be seen that with the lever H1 in itsnormal or neutral. vertical position as shown in Figs. 1 and 3, bothvalve devices H5 and II 3 will be eii'ective to cause a complete releaseof fluid under pressure from the connected pipes H3 and H3,respectively. Movement of the lever HI out or its normal position towardthe top of the drawing, as viewed in Fig. 1, will cause operation of thevalve device H3 to provide fluid in pipe H3 at a pressure depending uponthe position of the lever away from normal position. while the valvedevice H5'will act to maintain the pipe H3 open to the atmosphere. Onthe other hand movement of the lever H'I out of normal position towardthe lower portion or the manual controller. as viewed in Fig. 1, willcause operation of the valve device H5 to provide fluid in pipe H3 at apressure corresponding to the position of the lever out of normalposition, while the valve device H6 will maintain the pipe H=3 open tothe atmosphere.

A cover I2I is secured to the top or the base or body portion H2 and isprovided with a slot I22 through which the lever HI extends to theexterior oi the cover.- This slot is located intermediate the valvedevices H5 and H3 and extends generally in the direction or the valvedevices H4 and H3 and thus in the direction fore and art oi! the craft.The right-hand end of slot I22 is open to one endot a slot I23 extendingin the general direction of the valve device I I6 while the left-handend of slot I22 is open to one end oi a slot I24 extending in thegeneral direction. of valve device H5. These slots act to define thepath or movement 01' lever H1 and it will be seen that the slot I22 actsto maintain the lever against movement in the direction of valve devicesH5 and H6 in order that said valve .devices will maintain the pipes H3and H3 open to the atmosphere. Movement of the lever H1 in slot I22 inthe direction or the right-hand end of the slot will eflect operation01' the valve device H4 while movement to the opposite end of the slotwill eilect operation or the valve device H3. After the lever I I! hasattained the position at the right-hand oi! slot I22 for causingoperation of valve device I I4, it may then be moved into slot I23 toactuate the valve device H6 for supplying fluid under pressure to pipe II3. Likewise, after the lever III has attained a position at theleft-hand end of slot I22, it may be moved into the slot I24 to actuatethe valve device H5 for supplying fluid under pressure to the pipe H8.

he slot I22 is shown in the drawing as extending parallel to the lengthor the craft while the slots I23 and I24 are shown as being at rightangles to slot I22. This structure is merely illustrative since. ifdesired. the slot I22 maybe ar. ranged at an angle to that shown inorder to facilitate movement 01 the lever between slot I22 and slots I23and I24, so long as the degree or angularity is not suflicient to causeoperation or either or the valve devices H5 or H3 at the ends of theslot I22 to supply fluid under pressure to their respective pipes H3 orII 3.

The cut-oi! valve device I0 comprises two oppositely seating valves I40and HI both or which are contained in a. chamber I42 which is connectedto the pipe 32 leading to the controller 35. The valve I40 is providedfor controlling communication between chamber I 42 and a. chamber I43which is constantly supplied with fluid under pressure by way of a pipeI44. The valve MI is arranged to control communication between chamberI42 and a cavity or bore I45 which is The cut-oi! valve device I furthercomprises a movable abutment preferably in the form of a flexiblediaphragm I41 arranged in coaxial relation with the valves I40 and HIand h'aving at one side a pressure chamber I48 which is open to a pipeI40 leading to the pilot cylinder II and opening to the interior thereofat a point preferably midway between the piston heads I1 and when intheir neutral position shown. The opposite side of diaphragm I41 engagesa follow- 81' I 00 which has a stem III, the end of which stem isslidably mounted in bore I4! for engagement with the stem of valve I4I.-An adjusting nut Ill encircling the stem I II has screw-threadedengagement with the casing of the device and supports one end of acontrol spring III, the opposite end of which spring acts on thefollower I III. A look nut I54 provided on the adjusting I nut In isarranged for contact with the casing for securing the adjusting nut in adesired position.

Deflection of the diaphragm I41 in a downwardly direction, in responseto the pressure of fluid supplied to chamber I40 to a degree exceedingthe opposing pressure of spring I03, will unseat the valve I and seatthe valve I 4II,-while upon the release of fluid pressure from chamberI40 spring Ill acts to return the diaphragm I41 to its normal positionshown, under which latter condition spring 020 in chamber I43 willunseat the valve I40 and seat the valve I.

The interlock valve device II comprises a casing containing twooppositely seating coaxially arranged valves Ill and I 00 having flutedstems which extend through suitable bores and engage each other in achamber II! to which the pipe I00 is connected. The valve I5! iscontained in a chamber I00 connected to a pipe I and is provided forcontrolling communication between this pipe and pipe I00. The valve I"is contained in a bore III which is in constant communication with theatmosphere through a port I02 and is arranged to control communicationbetween this bore and chamber I". A spring I03 in chamber 00 acts on thevalve I01 for seating same and unseating the valve Ill.

The interlock valve device II further comprises a piston I04 having atone side a stem I ll slidably mounted in the bore III. This stem extendsthrough a chamber I08 which is in constant communication with bore I8Ithrough a port ill in the stem, and a spring I" encircling the stem Illin chamber I80 acts on the piston I04 for urging it to its normalposition shown. The piston I04 is operatively connected to the valve I00by a spring I" interposed between said valve and the bottom of a bore instem I05. At the opposite side of piston I04 is a chamber I10 which isconnected to pipe I49.

A check valve device III is provided in pipe I00 between the interlockvalve device II and the fuel supply control device 8 to permit arelativeb rapid flow of fluid under pressure from chamber I0! in thefuel supply control device 0 in the direction of the interlock valvedevice II but to prevent flow therethrough in the opposite direction. Acommimication including a choke I12 lay-Passes the check valve deviceIII in order to permit a restricted or relatively slow flow or fluidunder pressure from the interlock valve device II to chamber I00 in thefuel supply control device 0.

12 Opera'timv-Fias. 1 to 4 In operation, let it be initially assumedthat lever ill in the manual controller 0 is in the "Neutral or verticalposition as shown in Figs. 1 and 3. With the lever in this position, theseveral valve devices I I3, i I4, I I6 and I I0 will be conditioned toopen the pipes III, H0, H8, and H9, respectively, to the atmosphere, Thechambers 00 and 82 at the opposite sides of the pilot piston I4 willthus be at atmospheric pressure and as result of this spring 00 actingon said piston will hold the piston in its neutral position as shown.While the pilot piston 14 occupies its neutral position, the parts ofthe controller 36 and the clutch control piston I8 in the cylinder I5will occupy their normal or neutral positions as shown, as will be clearfrom the description of operation to follow. With the piston I0 in itsneutral position, the clutch control lever 0 will also be in itsNeutral" position, thus disconnecting the engine on the craft from thepropeller.

With the pilot piston 14 in its neutral position, diaphragm chamber I48in the cut-oi! valve device I0 and piston chamber I10 in the interlockvalve device II will both be open to the atmosphere through chamber 10formed between the two piston heads TI and ll of the pilot piston andbore 04 in the pilot piston rod 15. As a result, spring I" in thecut-ofl valve device will act to maintain the diaphragm I41, followerI00, and stem- III in their upper positions as shown, under whichcondition the valve I will be seated and the valve I40 will be unseatedby spring 000, so that fluid under pressure will be supplied from anysuitable source by way of pipe I44 to the valve chamber I42 and thencethrough pipe 02 to chamber Si in the controller I! (Fig. 2) and fromsaid chamber through passage 00 to the supply valve chamber 44 in eachof the valve devices 4i and 4.2. With the lever 10 of controller 05 inits neutral position as shown, however, the supply valve 43 in both ofthe valve devices 4! and 42 will be seated to prevent flow of fluidunder pressure out of chamber 44, and the release valve 45 in both ofsaid devices will be unseated as above described, so that the chambers2i and at opposite sides of the clutch control piston I0 will both beopen to the atmosphere.

With piston chamber H0 in the interlock valve device II open to theatmosphere, spring I00 will hold the piston I84 in the position shownunder which condition spring III will hold the valve I51 seated and thevalve I58 unseated, With the valve I08 unseated, chamber I05 in the fuelsupply control device 0 will be open to the atmosphere through pipe I 00by way of check valve III, past the valve I00 and through bore iii andport I02. Under this condition spring I04 acting on fuel supply controlpiston I00 will hold said piston in the position shown, so that the arm5 of the fuel supply control device will be in its idling position asshown to provide for operation of the engine at idling speed.

Now let it be assumed that it is desired to propel the craft forwardly.To accomplish this, the operator will move the lever II! from itsNeutral" position in which it is shown to the right hand end of slotI22, this movement being toward the front of the craft or in thedirection of desired movement. This movement or lever II! will notchange the condition of the valve device I I0 as a result of which thepipe I I I will be maintained open to the atmosphere through said valvedevices The valve device II4 will be operated,

however, to supply fluid under pressure through pipe IIU to chamber 82at one side of the pilot piston 14, Since chamber 80 at the oppositeside of the pilot piston 14 is open to the atmosphere at this time byway of pipe III, the pressure of fluid thus attained in chamber 82 andacting on piston 14 will move the piston in the direction of theright-hand.

The resistance to movement of the clutch control piston I8 is.suflficiently great to hold the connected end of the lever 82substantially fixed upon movement of the pilot piston 14 by fluidsupplied to chamber 82 as just described, and as a result said leverwill be rocked about the fulcrum pin 83 in a clockwise direction andthereby shift the reach rod 96 in the direction of the right-hand. Thismovement of rod 88 will rock lever 38 in the controller in a clockwisedirection into engagement with stop 64 provided at the righthand end ofslot 40. Only a slight movement of the pilot piston 14 from its neutralposition relative to the clutch control piston I8 is required to movethe controller lever 38 into engagement with the right-hand end of slot40 after which further movement of the pilot piston 14 is dependent uponmovement of the clutch control piston I 8, as will now be described.

When the lever 39 is rocked into contact with stop 84 at the right-handend of slot 48', the valve device 4I will maintain chamber 30 at theright-hand side of the clutch control piston I8 open to the atmosphereby way of pipe 32 and past the exhaust valve in said device, while thevalve device 42 will be operated to close the release communication tochamber 2i at the lefthand side of the clutch control piston I8 and tosupply fluid under pressure thereto.

When the pressure of fluid thus supplied to chamber 2I becomes increasedto a sufficient degree, said pressure acting on the clutch controlpiston I8 will move the piston and thereby the piston rod I8 in thedirection of the right-hand which in turn will rock the clutch controllever 3 in a clockwise direction from Neutral position toward "Forwardposition. At the sametime, the fulcrum pin 83 in the lower end of lever92 moves with rod I8 so that the lever 82 will rock in acounterclockwise direction about the fulcrum connection at pin 84 withrod 88 which connection is maintained fixed at this time by the pressureof fluid in chamber 82 acting on the pilot piston 14, but the pilotpiston will move with the clutch control piston I8 upon this rocking oflever 82.

Thus after the initial movement of pilot piston 14 relative to theclutch control piston I8, furthe;- movement of the pilot piston willoccur only with the piston I8 and the pilot piston will maintain thelever 39 in its right-hand position to continue supply of fluid underpressure to chamber 2I and thereby movement of the clutch control pistonI 8 toward the right hand.

The clutch control piston I8 will continue to move in the direction ofthe right-hand under the action of fluid pressure in chamber 2I andcorresponding movement of the pilot piston will continue until stop 86on the pilot piston rod 84 moves into contact with stop ring 80 whichstops the pilot piston against further movement. At this time the clutchcontrol piston I8 will be subsantially in the forward position for newclutch and still subject to fluid pressure in chamber 80.

When the pilot piston 14 is stopped by ring 80 the pipe I49 will beopened past the packing c p 83 carried by the piston head I8 t0 chamber82.

Fluid under pressure will then flow from chamber 82 through pipe I48 todiaphragm chamber I48 in the cut-oil valve device In and when sufllcientpressure is attained in chamber I48 to overcome the opposing pressure ofcontrol spring I53, the diaphragm I41 willbe deflected downwardly toopen valve HI and close valve I40.

This closing of valve I40 will cut oil the supply of fluid underpressure to pipe 62 and thus through the valve device 42 in controller35 to chamber 2I in the cylinder I5, while the opening of valve I M inthe cut-off valve device will vent; fluid under pressure from saidchamber past the supply valve 43 in the valve device 42 and thence toatmosphere past the valve I. This release of fluid under pressure fromchamber 2| on the clutch control piston I 8 after the clutch arm 3attains its "Forward" position will relieve said arm and thus the thrustbearings as well as other parts of the clutch of the force used formoving the clutch to its forward position, so as to prevent undue wearof such parts.

With the clutch in a new and proper condition, the cut-oil valve deviceI0 may operate to release the fluid under pressure from piston chamber2I, as just described, substantially at the time of or immediatelyfollowing the opening of pipe I43 to chamber 82. Wear of the clutch mayhowever require a greater extent of movement of piston I 8 and clutchoperatin arm 3 as before described and as will be seen by the legendsapplied to Fig. 1. Also, undue resistance to movement of a clutch partfrom its neutral position to forward position, or diflerent degrees ofmovementof the clutch arm 3 required for moving the driven parts ofdifferent clutches from their neutral position to their forward positionmay also require the maintenance oi pressure on piston I8 for a periodof time after the pilot piston 14 obtains the position for opening pipeI48 to chamber 82.

In order to insure adequate movement of the clutch control piston I8 tomeet conditions such as just set forth, the pressure of spring I53 ondiaphragm I41 in the cut-oil valve device I 0 may be so adjusted by nutI52 as to require a greater pressure of fluid in chamber I48 on saiddiaphragm for closing valve I49 and opening valve I4I than acting inchamber 32 at the time chamber 82 is opened to pipe I48. This greaterpressure will be obtained from the manual controller 8 at the end of adelay period following the opening of chamber 82 to pipe I49 by thepilot piston 14. During this delay period, which is dependent upon theadjusted pressure of spring I53. the pressure of fluid in chamber 2Iwill remain effective on the clutch control piston I8 to insure asufllcient continued effort or movement thereof relative to the pilotpiston 14 for proper positioning of the arm 3 and clutch parts in theforward position. The adjustability of spring I 53 therefore providesfor the adjustment or conditioning of the apparatus to any particularclutch or clutch condition such as above described.

In Fig. 5 is shown another structure arranged to insure adequatemovement of the clutch con trol arm 3 and piston I8, after the pilotpiston 14 stops moving, in order to properly position said arm andconnected clutch part. According to thislmodiflcation, a timing chamberI12 is connected to the diaphragm chamber I48 and is also connected topipe I49 through a check valve I13 and a choke I 14 arranged in acommunication by-passing the check valve. The check valve I13 isarranged to prevent flow of fluid in the direction from pipe I48 tochamber I'I2 but to allow relatively rapid flow in the oppositedirection, while the choke I14 is arranged to limit or restrict the rateof flow of fluid under pressure from pipe I49 into chamber I12 anddiaphragm chamber I48. By this arrangement there will be a delay betweenthe openin of pipe I48 to chamber 82 at one side of the pilot piston I4and the operation of diaphragm I41 in the cut-of! valve device to closethe supply valve I40 and open the release valve I H, during which delaythe piston I8 may continue to be effective to ensure desired positioningof the clutch control lever 3. It should be noted, however, that thisdelay need not be dependent upon a continued increase in pressure inchamber 82 after the pilot piston 14 connects said chamber to pipe I48like the structure in Fig. 1, but instead is governed by the flowcapacity of choke II3 with respect to the combined volumes of the timingchamber I12 and diaphragm chamber I48 and the adjusted pressure ofspring I53 on the diaphragm I41, since, as will be apparent, the chokewill retard the build-up in pressure on the diaphragm I41 to the degreerequired to overcome the opposing pressure of the spring I53. The lengthof this delay period may be varied by a suitable adjust ment of springI53 on the diaphragm I", since a greater pressure of said spring willrequire a higher fluid pressure in chamber I48 on the diaphragm toovercome the spring that is required to overcome a lower pressure of thespring, and it follows that a longer period of time will therefore berequired to attain this higher fluid pressure on the diaphragm than thelower fluid pressure. By proper adjustment of the pressure of springI53, an adequate continued movement of the clutch control piston I8 maytherefore be assured after the pilot piston 14 opens pipe I48 to chamber82 to insure movement of the clutch arm I to Forward position regardlessof the wear condition of the clutch or any other condition which may actto delay or oppose the desired positioning of the clutch arm 3.

With the structure shown in Fig. the operation of the ,cut-ofl valvedevice I0 to cut-ofl the supply or fluid under pressure to thecontroller 35 and piston chamber 2I may of course occur at a pressurehigher than the one acting on piston I4 at the time pipe I48 is openedto chamber 82, like the structure shown in Fig. l, but if desired, thestructure may be designed to so operate even before the pressure indiaphragm chamber I48 is built up to that acting in chamber 82 on thepilot piston, since, as above pointed out, the delayed operation of thecut-oil valve device I0 need not be dependent upon any certain degree ofpressure in chamber 82 on the pilot piston 14, like the structure shownin Fig. 1.

From the above description it will be noted that the cut-off valvedevice I0 may operate to cut-oi! the supply of fluid under pressure tochamber 2| and vent said chamber immediately following or at thetermination of some chosen time interval after, the opening of pipe I48to chamber 82.

In an installation where the cut-off valve device II operatessubstantially at the time that pipe I48 is opened to chamber 82, it isessential that the clutch control piston I8 will have moved the clutchlever 3 to its Forward" position and this is attained by limitingrocking movement of the controller lever 38, in any desired manner as bythe stop 64 at the right-hand end of slot 40,

16 to such a degree as to just cause opening of the supply valve 43 inthe valve device 42. Further movement of the pilot piston toward theposition for opening chamber 82 to pipe I49 will then take place only asthe clutch control piston I8 moves as above described, and it has beenfound that by the proper restricting of movement of lever 38, theopening of chamber 82 to pipe I49 can be delayed until the clutchcontrol piston I8 substantially attains the desired clutch engagingposition. In other words, positive positioning of the clutch controlpiston I8 is obtained by so limiting the initial movement of the pilotpiston I4 relative to the clutch control piston that the clutch controlpiston closely follows the pilot pistonand substantially attains thedesired clutch position by the time the pilot piston attains theposition for supplying fluid under pressure to the cut-off valve device.

After the pilot piston I4 is stopped in its righthand position,continued movement of the clutch control piston I8 will rock the lever82 in a counterclockwise direction about its fulcrum connection with thepilot piston rod 84 and thus operate the reach rod 88 to rock thecontroller lever 88 in the same direction and away from the stop 64 atthe right-hand end of slot 40. This movement of lever 88 will continueuntil the piston I8 stops, but for the maximum movement of piston I8toward the right end of cylinder I5 such movement of lever 88 will onlybe slight and not sufflcient to operate lever 38 to a position in whichthe supply valve 43 in the valve device 42 will be closed. In otherwords,,the supply valve 43 in the valve device 42 will remain open underthe most extreme conditions of movement of the piston I8 in order thatthe cut-ofl valve device II may operate to release fluid under pressurefrom chamber 2i, as above described.

At the time the operator moves the lever III in the slot I22 to theright-hand end thereof or toward the front of the craft, he may eitherallow the handle to remain in that position until after the clutch hasbeen engaged, as above described, or he may continue movement into theslot I23 to any position he may desire. In case the handle I" is left atthe right hand end of slot I22 until after the clutch has been engagedhe will then move it into the slot I28 to a desired position.

Movement of the lever III into the slot I28 will cause operation of thevalve device II 8 to supply fluid to pipe H9 at a pressure dependingupon the extent or movement of the lever into the slot I23, that is tosay, in a direction away from the juncture of the slots I22 and I23.Fluid thus supplied to pipe II8 will flow to the double check valvedevice I2 and therein acts on one end of a double check valve I15, theopposite end of which is open to the atmosphere at this time by way ofpipe H8 and valve device I I5. As a result, the double check-valve I15will be shifted by pressure of fluid irom pipe II8 to the position shownin the drawing for closing communication between pipes I20 and H8 andfor opening pipe I20 to pipe II8. Fluid at the pressure supplied to pipeH8 will then flow through pipe I20 into valve chamber I oi the interlockvalve device II.

Chamber I10 below piston I04 in the interlock valve device II will bevented to the atmosphere by way of pipe I48 and chamber I8 between thepilot piston heads I1 and I8 until the pilot piston 14 operates tosupply fluid under pressure to the cut-oi! valve device I0. Fluidpressure thus supchamber I08 in the fuel supply control device 8 and theatmospheric port I82. At the same time as valve I88 is seated the valveI81 is unseated whereupon fluid supplied to chamber I80 by operation ofthe valve device ill in the manual controller 8 will flow to pipe I08and through therestriction I12 therein to piston chamber I08 at one sideof piston I in the fuel supply control device 8.

When the pressure of fluid thus attained in chamber I08 is increased toa degree suflicient to overcome the opposing pressure or spring I04 thepiston I00 will move in the direction or the leithand to a positiondepending upon the pressure 01' fluid supplied to the chamber I08, asdetermined by the position oi the operating lever H1 in the slot I23 andthe consequent operation of valve device II8. This movement of pistonI00 acts to rock lever 8 of the fuel supply control device out of idlingposition in the direction of the full speed position, indicated by dashline 8, to a position depending upon the pressure of fluid supplied tothe chamber I08. It the hand lever H1 is moved into engagement with theend of slot I28 most remote from slot I22, the shoulder I01 on thepiston rod IOI will move into contact with the end of the casing andlever 8 will be moved to the iuli speed position indicated by the dashline 8, but for all lesser degrees of movement oi the lever II1 intoslot I28 away from slot I22 the piston I00 and lever will becorrespondingly positioned.

It will now be seen that regardless of the position oi lever H1 in slotI23 the piston I 00 controlling the position of the fuel control lever 8will remain in the position providing for oper- V ation or the engine atidling speed so long as the interlock valve device II remains in theposition in which it is shown or until after the pilot piston 14 obtainsthe position for opening chamber 82 to pipe I48, at which time, theclutch will be substantially I! not iully engaged in the forwardposition. In other words, the interlock valve device II insures that thefuel supply control lever 8 will remain in idling position so as toprovide for operation of the engine at idling speed until after theclutch arm 8 has been moved to its Forward position, following which theinterlock valve device will operate to permit adjustment of th fuelcontrol supply lever 8 to accelerate the engine in accordance with theextent oi movement of lever II1 into slot I28.

The choke I12 in pipe I08 is provided to so limit the rate 01 flow orfluid under pressure into chamber I08 as to prevent sudden movement oi.piston I00 and the fuel supply control lever 8 and consequently anexcessive rate of acceleration of the engine from idling speed to thespeed called for .by the position of lever H1, and to also delay orretard acceleration of the engine until the clutch is substantiallyengaged under a condition requiring maximum movement 0! the piston I8.

With the apparatus conditioned as above described. a craft will be movedin a forwardly direction at a speed dependent upon the position 0! leverH1 in the slot I28.

It the operator now desires to stop th craft or to disconnect the enginefrom the,propeller, he moves the lever II1 out of slot I28 into slot I22and thence back to its Neutral position shown in Figs. 1 and 8. As thelever H1 is thus moved out o! the slot I22, the valve device H8 in themanual'controller 8 operates to release fluid under pressure from pipeH8 and thereby from piston chamber I08 in the iuel supply control device8. This release 01' fluid under pressure from piston chamber I08 isallowed to occur rapidly through check valve Hi In the pipe I08 in orderthat spring I04 will promptly return the piston I 00 and the fuel supplycontrol lever 8-to the engine idling position shown in the drawing toeil'ect a reduction In the speed of th engine to idling speed.

When the lever H1 is returned through slot I22 to its "Neutral"position, the valve device H4 in the manual controller 8 will operate tocomletely vent fluid under pressure from pipe H0 and thereby chamber 82at one side of the pilot piston 14. Upon this reduction in pressure onthe pilot piston, the pressure of spring 88 on tollower 88 applied tothe pilot piston rod 18 through shoulder 88 will return the pilot pistonfrom its right-hand position back in the direction oi neutral positionand at the same time will rock the lever 82 about the fulcrum pin 88carried by the clutch control piston rod I8 to thereby actuate the reachrod 88 to pull the lever 88 from the right-hand end oi slot 40 intoengagement with shoulder 84 at the left-hand end. This engagement limitsthe initial movement of the pilot piston 14 under the action of spring88 but provides such operation or the control lever 88 as to effectoperation of the valve device 42 in th controller 88 to connect chamber2I at the left-hand side of the clutch control piston I8 to theatmosphere by way of pipe 2i, and at the same time the valve device 4iin said controller is actuated to establish communication between thefluid pressure supply pipe 82 and pipe 82 leading to chamber at theright-hand side of the clutch control piston I8.

With the pilot piston 14 in its extreme righthand or forward positionthe pipe I48is open to chamber 82 as above described. As a result ofthis, the pressure or fluid in pipe I48 and thereby in chamber I10 0!the interlock valve device I0 and in chamber I48 or the cut-oi! valvedevice 9 will reduce with that in chamber 82 by way of pipe H0 and valvedevice H4 in the manual controller 8, until the pilot piston 14 moves topull the lever 88 into contact with stop 40 at the lefthand end of slot40. When this occurs the pilot piston 14 will close communicationbetween pipe I48 and chamber 82 and open said pipe to chamber 18 betweenthe two piston heads 11 and 18 so that further release of fluid underpressure from chamber I18 and I48 in the interlock and cut-onvalvedevices will then occur through chamber 18 and bore 84 in the piston rod18 to the atmosphere. With the structure shown in Fig. 5, this reductionin pressure in diaphragm chamber I48 will occur past the check valve I12 as will be apparent.

When the pressure of fluid in chamber I10 of the interlock valve deviceis thus reduced suinciently, spring I88 will act to return the pistonI84 to its normal position shown, whereupon spring I88 will seat thesupply valve I 81 and unseat valve I88 so as to open pipe I08, connectedwith the iuel control device 8, to the atmosphere, to thereby insurecomplete venting of chamber I08 by way of check valve HI and, as aresult, movement, or the 2,42e,oes

19 fuel device control lever I to its engine idling position. i

When the pressure of fluid in diaphragm chamber I48 of the cut-ofl valvedevice i is reduced sufllciently as above described, spring I58 willreturn said diaphragm to its normal position shown, whereupon spring I48will unseat the valve I40 and seat the valve I. With the valve I40 thusunseated. fluid under pressure will be supplied from the supply pipe I44to pipe 82, so that with ipe 82 open to pipe 82 by way of the valvedevice H in the controller 88, as above described, fluid under pressurewill flow to chamber 80 at the right-hand side of the clutch controlpiston I8 for moving same in the direction of the left-hand to therebymove the clutch control lever 8 from its Forward" position back toward"Neutral" position.

As the piston I8 is thus urged in the direction of the left-hand, acorresponding movement of the lower end of lever 82 will occur to allowspring 88 to return the pilot piston 74 toward its neutral positionwhile maintaining the upper end of lever 92 in the condition holdinglever 38 against sto 84 at the left-hand end of slot 40.

Movement of the pilot piston 14 along with the main piston I8 in thedirection or the left hand as Just descrlbedwill cease in neutralposition due to the stop 88 on the piston stem 18 engaging the closedend of cylinder to relieve said piston of the force of said sprin andalso due to the fact that chambers 82 and 80 at the opposite sides ofthe pilot piston will both be substantially at atmospheric pressure. Theclutch control piston I8 following closely the movement of the pilotpiston 14 will however continue movement toward the left hand after thepilot piston 14 stops in its neutral position due to the fact that thevalve device 4| in the controller 88 will still be supplying fluid underpressure to chamber 00 at the righthand side of piston. This continuedmovement of piston I8 will rock the'lever 82 in a clockwise directionabout its fulcrum connection with the pilot piston rod 18 and therebyactuate the reach rod 88 to move the controller lever 88 back to itsneutral position, which position will be attained at substantially thetime the clutch control piston." attains its neutral position. Thisreturn of lever 88 to its neutral position will eflect operation of thevalve device 4| to release fluid under pressure from chamber 80 to theatmosphere, whereupon movement of the piston I8 will cease substantiallyin its neutral position with the chambers at both sides of the pistonopen to the atmosphere. This return of the clutch control piston I8 fromadiacent the right-hand end of the cylinder II to its neutral positionwill rock the clutch control lever 0 from its "Forward" position back toits "Neutral" position, as will be apparent.

As above described, the initial venting or start of release of fluidunder pressure from chambers I10 and I48 in the interlock and cut-oilvalve devices II and I0 respectively may occur by way of pipe I48 andchamber 82 before the pilot piston 14 starts moving from its right handposition back toward neutral, and then the further and complete ventingwill occur through said pipe and chamber 18 between the two piston headsTI and 18 after the pilot piston moves the lever 88 into contact withstop 04 at the left hand end of slot 20 ing through chamber 10 betweenthe two piston heads. as desired.

If the operator desires now to propel the craft rearwardly, he will movethe lever ill from its NeutraP position through the slot I22 in thedirection of the left-hand. as viewed in Fig. l, and thereby toward thestern of the craft to the Junction of slot I22 with slot I24 and he maythen move the lever into the slot I24 to a position for providing adesired engine speed or output. The engine will not however beaccelerated at this time due to the interlock valve device II openin thefuel control supply chamber I08 to the atmosphere.

When the lever III is moved to the left-hand end of slot I22, the valvedevice II! in the manual controller 8 will be operated to supply fluidunder pressure to pipe III through which it will flow to chamber 80 atone side of the pilot piston 14 whereupon the pilot piston will movetoward the left-hand to actuate the controller 88 to supply fluid tochamber 00 at the right-hand side of the clutch control piston I8. Theclutch control piston I8 will then move in the direction of theleft-hand and a corresponding movement of the pilot piston 14 will occuruntil shoulder '81 on stop 88 engages the stop ring 80 to limit movementof the pilot piston. With the pilot piston in contact with ring 80, pipeI 48 will be opened to chamber 80 at the right-hand side of the pilotpiston. After this connection is established and the clutch arm 0obtains its "Reverse" 40. The apparatus may be so arranged that theinterlockvalve device Ii and cut-oil. valve device I0 will operate ashereinbefore described in response to either the initial venting offluid under pressure by way of chamber 02 or the final ventposition, thecut-oi! valve device ill will operate as above described to cut-off thesupply of fluid under pressure tochamber 00 at the right-hand side ofthe clutch control piston I8 and then vent said chamber to atmosphere torelieve the clutch arm 8 of force. and the power control interlock valvedevice I I will also operate to establish communication between pipesI20 and I08.

When the lever H1 is moved into the slot I24, it will cause operation ofthe valve device H5 tosupply fluid to pipe I Is at a pressure dependingupon the extent oi movement of said lever away from the junction of slotI24 with slot I22. The pressure of fluid thus supplied to pipe II8 willshift the check valve ill to its lower seated position for closingcommunication between pipes I20 and H8 and for opening pipe I20 to pipeII8 whereupon fluid supplied to pipe II8 will flow through pipe I20 tothe interlock valve device II. After the valve I81 in the interlockvalve device opens, fluid will flow from pipe I20 to the fuel supplycontrol device 8 to adjust the fuel supply control piston I20 and arm 8to provide for operation of the engine at the desired chosen speeddetermined by the position of lever I I1.

From the above description it will be seen that operation of theapparatus to provide for movement of the craft backwardly is Just thereverse or that which provides for movement of the craft forwardly.Also, if it is desired to stop the craft when moving backwardly,. thecontrol lever III need only be returned to its Neutral" position shown,whereupon the apparatus will operate in substantially the same manner ashereinbefore described to return th clutch lever 8 to its Neutralposition for disconnecting the engine from the propeller and forreturning the fuel control supply lever 8 to Idling" position upon orprior to disengagement of the clutch in the same manner as abovedescribed.

It is desired to point out that the communicating slots I22, I28, andI24 1n the manual controller 8 provide for natural movements of lever 121 III to control movement of the craft in accordance with the desireddirection of movement and for also controlling the speed of the enginein either direction of movement, for it will be noted that if theoperator desires to move the craft forwardly he will move the lever I I1forward in slot I22 on in the direction toward the front of the craftand then to cause acceleration of the engine he will move the leversidewise into the slot I23, whereas if movement of the craft rearwardlyis desired he will pull the lever I I] back through the slot I22 in thedirection of desired movement of the craft and then move same to theside into slot I24 for causing the engine to operate at a desired speed.

It will also be seen that the arrangement of slots I22, I28, and I24insures operation of the clutch valve devices H4 or II8 by lever III toeffect engagement of the clutch prior to movement of the lever intoeither of slots I22 or I24 for increasing the engine speed or output,and also, insures operation of the lever II! to provide for reducing thespeed of the engine to idling before actuating the valve devices H4 orII! to effect disengagement of the clutch. The interlock valve device IIprovides for movement of the lever III to a desired position in eitherslot I28 or I24 before engagement of the clutch so that as soon as theclutch is engaged the output of the engine will automatically beincreased to the desired degree. Movement of lever I I! out of eitherslot I23 or i 24 to "Neutral" position insures venting of chamber I88 inthe fuel supply device 8, before the interlock valve device II operatesto effect such venting, in order that the fuel supply control lever 8will be moved to idling position promptly upon movement of the lever II1 back to Neutral position for effecting disengagement of the clutch.

With a craft running either forwardly or in the reverse direction, acondition may arise where the operator 'desires to suddenly reverse thedirection of movement of the craft. Let it be assumed that the craft ismoving in a forwardly direction. To suddenly reverse the direction ofmovement of the craft from forward the operator will merely move thelever III out of slot I23 through the full length of slot I22 and he maythen move it into the slot I24 to a, desired position for providing adesired rate of movement of the craft in reverse after the clutch hasbeen engaged in Reverse" position of the clutch arm 8. When the leverII! is moved out of the slot I23, the fuel control device 8 will beconditioned to provide [or operation of the engine at idling speed asabove mentioned, and movement of the lever through the slot I22 from itsright-hand end to its left-hand end will cause venting of fluid underpressure from pipe II 8 and at substantially the same time the supply offluid under pressure to pipe I I I, Upon the release of fluid pressurefrom pipe H8 and chamber 82 at one side of the pilot piston 14 saidpiston will promptly move and rock the controller lever 88 fromright-hand end of slot 48 into engagement with stop 84 at the lefthandend of slot 48, and at the same time fluid under pressure will be ventedfrom pipe I48 to cause movement of the interlock valve device II to theposition shown for insuring that arm 8 of the fuel supply control devicewill be moved to and remain in idlin position while the clutch isdisengaged.

At substantially the same time as the interlock valve device operates,the cut-off valve device I8 will operate to supply fluid under pressureto the pipe82. With the control lever 88 rocked to its left-handposition fluid supplied to pipe 82 will then flow from said pipe throughthe valve device H to pipe 82 and thence to pressure chamber 88 at theright-hand side of th clutch control piston I8. Chamber 2I at theleft-hand side of piston I8 will at this'time be open to atmospherethrough the valve device 42, so that when a willcient differential orfluid pressures is attained on the piston I 8, said piston will start tomove from the adjacent right-hand end of cylinder I8 toward the oppositeend.

The pilot piston I4 will move with piston I8 in the same manner as abovedescribed but in this instance will not stop in neutral position, due tothe fact that chamber 88 at the right-hand face of the pilot piston issubiect to pressure of fluid supplied through pipe II I. As a result,the pressure of fluid in chamber 88 on the pilot piston 14 will act tomaintain the lever 82 and thereby the reach rod 88 in such position asto hold the controller lever 88 in contact with stop 84 at the left-handend of the slot 48 so that movement of the clutch piston I8 will becontinued by fluid pressure supplied through the valve device H tochamber 88, through its neutral position toward its rleverse position atthe left-hand end of cylinder 8. v

The pilot piston 14 will continue movement through its neutral positionin the direction of the left-hand end of bore I2 along with the pistonI8 in a corresponding direction until shoulder 81 on stop 88 engages thering 88, at which time the pipe I48 will be opened to chamber 88. Afterthis occurs, fluid under pressure will flow from chamber 88 through pipeI48 to the cut-off valve device I8. The cut-oil valve device I8 willthen operate as hereinbefore described after the clutch arm 3 has beenmoved to its Reverse" position to cut-off the supply of fluid underpressure through pipe 62 to chamber 38 and to then vent said chamber tothe atmosphere to thereby relieve the piston I8 of force urging theclutch control lever 3 in the direction of Reverse position.

The interlock valve device II will also operate upon the supply of fluidunder pressure to pipe I 48, Just described, to connect pipes I88 andI28 so that piston I88 in the fuel supply control device 8 and therebythe fuel supply control lever 8 will be positioned in accordance withthe position to which the operator may move lever III into the slot I24in order to attain the desired acceleration or output of the engineafter the clutch is engaged in reverse.

From the above description it will be seen that when the operator movesthe lever I" out of slot I28 into slot I22 and through same and intoslot I24 the lever 8 of the fuel supply control devices will first bemoved to idling position in order to provide a reduction in speed of theengine to idling and then the clutch will be disengaged in its forwardposition and subsequently engaged in its reverse position followingwhich the interlock valve device II will operate to permit accelerationof the engine to a degree desired by the operator as determined by theposition of lever II! in slot I24, the fuel supply control lever 8 beingmaintained in the idling position during movement of the clutch controllever 8 from Forward position to "Reverse" position.

In case the craft is moving in reverse and the operator desires to causemovement in a forwardly direction, he merely moves the lever II I out ofthe slot I24 and through the slot I22 in the direction toward the frontof the craft and thence into the slot I28 to a desired position. As aresult 01' this operation the fuel supply control lever 8 will first bemoved to idlin position, the clutch will then be disengaged in reverseposition and next engaged in forward position and then the interlockvalve device will operate to provide for acceleration of the engine tothe degree provided for by the position of lever II! in slot I28.

It will be noted that the operator can never cause operation of theengine at a speed above idling while the clutch is disengaged,acceleration of the engine being possible only after substantialengagement of the clutch has occurred.

In order to insure full movement of lever I II from its "Neutralposition to either of its clutch engaging positions at oppositepnds ofslot I22 the interior top surface of cover I2I secured to the bodyportion H2 or the manual controller is, as best shown in Fig. 3, in theform of an Inverted V as viewed in a plane bisecting the slot I22lengthwise thereof. A shoe I18 is slidably mounted on the lever IIlwithin the cover I2I and is urged into contact with this surface by aspring I18. The force with which theshoe I18 is pressed into contactwith the interior sloping surface of the cover by spring I18 willautomatically move the lever II! from either end of the slot I22 to theneutral position of the lever when the lever is not subject to manualforce. In order to engage the clutch, the operator must therefore movethe lever to either one end or the opposite end oi the slot I22 againstthe force between shoe I18 and the interior of the cover due to theaction of spring I18 and then hold the lever in this position or elsemove the lever out of the slot I22 into either of the slots I28 or I24in order to obtain the desired clutch operation. The interior surface.of the 'cover I2I lengthwise of the slots I28 or I24 is such that whenthe lever III is moved into either of these slots, the force of the shoeI18 against the cover will maintain the lever I II in any position towhich it has been moved. Thus the operator may adjust the lever ineither of the slots I28 or I24 to provide a desired engine speed and.the lever will remain in the adjusted position when relieved of manualforce.

Description-Figure 6 If desired, the pilot device 18 may be constructedas shown in Fig. 6. This structure comprises a pilot piston I88embodying a single pressure head provided with suitable packing, such asa ring I88 for preventing leakage of fluid under pressure from one sideof the piston to the opposite side. This piston has a neutral positionas shown in the drawing and two extreme positions which may be definedin any suitable manner as by stops 88 and 88 (not shown) but likeemployed in the pilot device shown in Fig. l. The piston I88 has at itsopposite sides chambers 88 and 82 which are connected respectively topipes III and H8, the same as in the structure shown in Fig. 1; A pipeI8! is connected to the casing at such a point adjacent one end thereofas to be opened to chamber 82 upon movement of the piston I88 to itsextreme right hand position and a pipe I88 is connected adjacent theopposite end of the casing at such a point as to be opened to chamber 88upon movement of piston I88 to its extreme left hand position.

The two pipes I81 and I lead to the opposite ends of a double checkvalve device I88 having a side outlet connected to pipe I48 leading tothe cut-off valve device I8 and interlock valve 'device II. This checkvalve device comprises a cas- 24 ing having two chambers I88 and I8Iconstantly open to pipes I88 and I81, respectively, and connected toeach other by a bore I82. A valve I83 is contained in chamber I88, andan oppositely disposed valve I84 is contained in chamber "I and thesevalves are connected for movement in unison by a stem ill of smallerdiameter than and extending through the bore I82. when the valves I88and I84 are in the positionsgshown. the valve I88 is arranged to closecommunication between chamber I88 and bore I82 while the valve I84 openscommunication between said bore and chamber "I. The valve I84 isarranged ior movement in the direction of the left-hand ior closingcommunication between chamber Ill and bore I82and at the same time thevalve I88 will be positioned to open chamber I88 to bore I82.

In practice, when the manual controller 8 is moved to the right-hand endof slot I22 for effectlna' forward movement of the craft, the fluidpressure supplied to pipe II8 will flow to chamber 82 and act on thepiston I88 for eiiecting movement thereof in the direction of therighthand end of the casing the same as occurs with the pilot piston 14shown in Fig. l and above described. The fiuid pressure thus supplied tochamber 82 will also ilow through pipe I88 to chamber I88 in the doublecheck valve device I88 and therein act on valve I82 for seating same andat the same time unseating the valve I84. With the valve I84 unseated,pipe I48 is open to pipe I81 which with piston; I88 at the leit handside of pipe I8! is vented to the atmosphere through chamber 88 and pipeI I I leading to the manual controller 8. As a result, the cut-oi! valvedevice I8 and interlock valve device II will occupy the same positionsas shown in Fig. 1 at this time:

When the pilot piston I88 however obtains its right hand extremeposition, the pipe I81 will be open to chamber 82, so that fluidsupplied to said chamber for moving said piston will then flow throughsaid pipe and past the check valve I84 to pipe I48 and thence to thecut-oi! valve device I8 for effecting operation thereof to cut-oil thesupply of iluid under pressure to chamber 2| at the left-hand side ofthe clutch control piston I8 and, at the same time, fluid supplied topipe I48 will also cause operation or the interlock valve device II toconnect the fuel supply control device 8 to the manual controller 8 forcontrol therefrom, in the same manner as above described in connectionwith the structure shown in Fig. 1.

Subsequent return of operating lever III toward Neutral" position or tothe opposite end of the slot I22 and opening of pipe III to theatmosphere will result in the venting of fluid under pressure fromchamber 82 at one side of the pilot piston I88 and thus from the cut-offvalve device I8 and interlock valve device II by way of Pipe I81, solong as pipe I" is open to chamber 82 at the left-hand side of pistonI88. Subsequent movement of the piston I88 from the right-hand end ofthe casing past the pipe I81 will however, connect pipe I48 to chamber88 and thereby to the atmosphere through chamber 88 and pipe I II withthe control lever in the neutral position, this corresponding to thatattained through chamber 18 provided between the two piston heads 11 andI8 of the pilot piston I4 shown in Fig. 1. Upon this release of fluidunder pressure from pipe I48, the cut-oi! valve device and interlockvalve device will operate in the same 25 manner as before described inconnection with the structure shown in Fig. 1.

In case, however, the operating lever II! is moved from "Forward"position to the opposite end of slot I22, fluid will be supplied to pipeIII and thereby chamber 88 at the right-hand side of the pilot piston I85 at substantially the same time as chamber 82 at the opposite side ofsaid piston is opened to the atmosphere through pipe II8. In this case,the cut-oii' valve device I8 and interlock valve device II will operatein response to the reduction in pressure through pipe I81 while open tochamber 82, in the same manner as before described. However. as soon asthe piston I85 moves away from the right-hand end of the casing adistance sufficient to open pipe I81 to chamber 88 which is beingsupplied with fluid pressure. such fluid pressure will tend to becomeeffective through pipe I81 and the double check valve device I88 andpipe I48 0n the cut-off valve device and interlock valve device. At thesame time as this is occurring, however, the pressure in chamber 82 atthe opposite side of the pilot piston is being vented. When thispressure in chamber 82 acting on the valve I88 in the double check valvedevice is reduced below the pressure building up in chamber I8I on thecheck valve I84, the check valve I84 will be seated and the check valveI88 unseated to thereby connect the cut-oil valve device II) andinterlock valve device I I to the reducing pressure in chamber 82 at theleft-hand side of the pilot piston I85. The cut-oil valve device I8 willtherefore be maintained in the position for supplying fluid underpressure to actuate the clutch control piston I8, while the interlockvalve device II will be maintained in the position to preventacceleration of the engine until the pilot piston I 85 substantiallyobtains its extreme left-hand position in which the pipe I88 is openedto chamber 88. When this connection is attained, fluid pressureeffective in chamber 88 will then flow through pipe I88 and past thecheck valve I88 in the double check valve device I88 to pipe I48 forcausing operation of the cut-oil valve device I8 and interlock valvedevice II in the same manner as above described.

Other operations of this structure as in response to movement of thecontrol lever I I! from Neutral position to the left-hand end of slotI22 or out or the slot I24 through the slot I22 and into slot I28, orvice versa, will be apparent from the above description and from thedescription in connection with the structure shown in Fig. 1 andtherefore will be omitted.

Descfiption-Figure 7 The cut-oil valve device I8 and interlock valvedevice II may if desired b controlled by a structure like shown in Fig.'l in which the pipe I48 is connected to the side outlet of double checkvalve I86 which structurally is like the double check valve I2 shown inFig. l. The opposite ends of this check valve are connected to pipesIII) and III whereby upon supply of fluid under pressure to either oneof these pipes by operation of the manual controller 8 for effectingoperation of the pilot piston, fluid at the same time will also flowfrom the pipe thus supplied with fluid under pressure through the doublecheck valve device I96 to pipe I48, and provide the same increase inpressure in chamber I48 of the cut-off valve device and chamber I18 ofthe interlock valve device as is effective on the pilot piston.According to this structure, spring I53 in the cut- 26 off valve deviceI8 and spring I88 in the interlock valve device II exert sufllclentpressures on the diaphragm I41 and piston I 84 respectively to hold saiddiaphragm and piston in the positions shown in Fig. 1 until after thepressure is increased in either pipe H8 or pipe III to the degreerequired to ensure movement of the pilot piston I4 into either one orthe other of its extreme positions so as to thereby insure maintainanceoi the fluid pressure supply through pipe 82 to the clutch controlpiston I8 for moving same to either-its forward or reverse position andfor also maintaining the fuel supply arm 8 in idling position untilafter piston I8 obtains said position. A slight further increase inpressure in pipe H8 or pipe II will then operate the cut-off valvedevice and interlock valve device to relieve the load of piston I8 fromthe clutch arm 8 and to provide for acceleration of the engine inaccordance with the desire of the operator.

Upon movement of lever II! from either end 01' the slot I22 back to"Neutral position, the cut-off valve device I8 and interlock valvedevice II will return to their normal positions shown upon the initialreduction in pressure in pipe I I8 or III and thus in pipe I48 throughthe check valve I88, to thereby insure that the arm 8 of the fuel supplydevice will be returned to idling position prior to disengagement of theclutch. In case the lever II 1 is moved from its "Forwar position to its"Reverse" position or vice versa, the consequent reduction in pressurein either one of pipes I I8 or I Ii will cause movement of the'cut-oifvalve device I8 and interlock valve device II to the positions shown inFig. 1 in which they will remain until the pressure in the other pipe II8 or III is subsequently increased to the degree required for moving theclutch to its other position at which time the cut-oil valve device willagain operate to remove the load on piston I8 and the interlock valvedevice will operate to provide for acceleration of the engine as will bereadily apparent from the above description.

DescriptionP-Fwure 8 In the structures shown in Figs. 1 and 6 operationof the cut-of! valve device I8 and interlock valve device II uponmovement of lever ill to either one end or the other of slot I22, iscontrolled by the position of the pilot piston 14 and is thus operativeindirectly in accordance with the position of the clutch control pistonI8 clutch arm 3 and clutch part controlled thereby. In .the structureshownin Fig. 1 the operation 01' these devices is also indirect inaccordance with the position of the clutch control piston I8 in thattheir operation upon movement of lever II! to either end oi slot I22 isdelayed until a sumcient pressure is obtained on the pilot piston tomove it to either one or the other of its extreme positions. If desiredhowever the operation of the cut-oil and interlock valve devices may becontrolled directly in accordance with the position of the clutchcontrol piston I8 by a structure such as shown in Fig. 8.

According to this modification the pressure head I! shown in Fig. 1applied to one end of the cylinder I 5 is replaced by a pressure head288 and the pressure head 13 (Fig. 1) of the pilot cylinder device 18 isreplaced by a head 28I, one side of which is mounted against thepressure head 288 over and closing one end of a bore 283 which containsa valve in the form of a piston 284. At the side of this piston adjacentthe pilot device 18 is a chamber 285 connected to a passage 288 which isopen to chamber I8 between the pressure heads TI and I8 of the pilotpiston I4. like pipe I48 in the structure shown in Fig. 1. At theopposite side of piston 284 isa non-pressure chamber 2I8 which isconstantly open to the atmosphere through a passage 281.

The pipe I48 connected to the cut-off valve device I8 and interlockvalve device II is in this embodiment connected through the pressurehead 288 to bore 288 intermediate the ends thereof. This connectionbetween pipe I48 and bore 288 is such that with the piston in its upperposition as shown, said pipe will be open to the atmosphere throughpassage 281, while in a lower position of piston 284, which will belater described, the pipe I48 will be open to passage 288 leading to thepilot piston 'I4.

The piston 284 has a stem 288 extending through the non-pressure chamber2l8 for engagement with a. control plunger 288 arranged above andparallel to the piston rod I8, this plunger being mounted to slide in abore in pressure head 288 and being provided outside the pressure headwith a slot 218 through which extends a pin 2" secured in lever 82intermediate the connections between said lever and the piston rod I8and pilot piston rod II. In the side of plunger 288 adjacent the end ofstem 288 are two spaced notches providing an elevated surface 2 I2formed between two lower surfaces 2i! and 2H and which constitute atrack for defining two different positions of stem 288 and piston 284.With stem 288 in contact with surface 2| 2 the piston will be elevatedto the position shown for opening pipe I48 to the lower side of thepiston and thus to the atmospheric passage 281. With stem 288 in contactwith either surface 2" or 2, the piston 284 will be lowered to aposition in which pipe I48 is opened to chamber 288 above the piston andthereby to passage 288 leading to the pilot piston I4. The surface M2 isconnected to the surfaces 2I8 and 2 by diagonal surfaces as shown inorder that the plunger 288 upon movement in its bore may urge the pistonfrom its lower position to its upper position, in which it is shown inthe drawing.

when the pilot piston I4 and clutch control piston I8 are in theirneutral positions shown, the pin 2 in lever 82 will be in engagementwith either one end of the slot 2I8 or the oppo site end depending uponthe position which the clutch piston. I8 occupied just prior to movementto its neutral position. With the plunger 288 in either of thesepositions, the piston stem 288 will be in contact with the surface 2I2at either one end or the opposite end thereof in order to maintain thepiston 284 in its upper position, so that pipe I48 will be open to theatmosphere.

Now let it be assumed that the manual controller 8 (Fig. 1) is operatedto supply fluid under pressure to pipe I I8 for effecting movement ofthe clutch arm 8 from its Neutral" position to its Forward position.This supply of fluid under pressure to pipe H8 will actuate the pilotpiston I4 to cause movement of the clutch control piston I8 from itsneutral position in the direction of the right-hand end of the cylinderII in the same manner as before described. The plunger 288 will movewith the piston I8 as will be apparent. At the time the pilot piston I4moves substantially into its right-hand pos t e pas e will be opened topressure chambe 82, so that fluid may thenflow into said passage.

This supp y of fluid to passase no wil n t however cause operation ofthe interlock valve device II and cut-off valve device I8 at thisinstant like the supply of fluid past the pilot piston I4 in thestructure shown in Fig. 1, since the flow of fluid from passage 288 topipe I 48 in this structure will at this time be blocked by piston 284,which will be still held above the connection with pipe I 49 by plunger288. However, as the clutch control piston I8 approaches the right-handend of'cylinder II, the surface 2I2 on plunger 288 will be moved out ofcontact with the end of piston stem 288 and the surface 2 on the plungerwill be moved beneath the stem at substantially the time the clutchcontrol piston attains the position in which the clutch arm 8 will be in"Forward" position. With the surface 2 thus positioned beneath stem 288,the pressure of fluid supplied through passage 288 to chamber 288 abovethe piston 284 will move said piston downwardly past the connectionbetween pipe I48 and bore 288 and fluid supplied past the pilot piston14 to chamber 288 will then flow through pipe I48 to the cut-off valvedevice I8 and interlock valve device II for effecting operation thereofin the same manner as before described. This operation of the cut-oilvalve device and interlock valve device, it will be noted, is dependentupon the clutch control piston I8 attaining a chosen position and isthereby directly controlled in accordance with such position.

Now if the operator desires to move the clutch arm I from "Forwardposition back to Neutral," he operates the manual controller 8 torelease fluid under pressure from pipe II8 to permit the pilot piston toreturn toward neutral position to actuate the controller .lever 88 toopen chamber H to the atmos here and open chamber 88 to pipe 82. Fluidunder pressure will be released from pipe I48 past the piston valve 284by way of pipe II8 before the pilot piston starts moving out of itsright hand position and by way of chamber I8 subsequent to such movementto cause the cut-off valve device and interlock valve device to operatein the same manner as before described to provide for reducing the speedof the engine to idling and to supply fluid under pressure to pipe 82and thence through the controller 88 to chamber 88 at one side of pistonI8. The clutch control piston I8 will then be moved back in thedirection of neutral position and the pilot piston I4 will movetherewith until its neutral position is attained, following which thefurther movement of the clutch control piston I8 to its neutral positionwill operate the controller 85 to cut-on the supply of fluid underpressure to chamber 28 and then vent said chamber at the time saidpiston attains its neutral position so as to prevent further movementthereof.

As the clutch control piston is thus returned to its neutral position,it moves relative to plunger 288 until the pin 2 in lever 82 engages theleft hand end of slot 2| 8 after which the rod 288 is moved along withthe piston I8. when the piston "obtains its neutral position the plunger288 will be so positioned that the stem 288 depending from the piston284 will be in contact with the left-hand end of the surface 2I2 wherebythe piston 284 will be elevated to the position shown for closingcommunication between passage 288 and pipe I48 and for opening said pipeto the atmosphere through passage 281.

The operation of this structure in response to movement of the controllever I II to the left hand end of slot I22 for effecting movement ofthe clutch control arm to "Reverse" position is substantially the sameas Just described for moving the clutch arm 3 to its Forward" positionand therefore will not be described.

In this embodiment it is important to note that since the piston 204 iscontrolled directly in accordance with the position of the clutchcontrol piston !3 the operation of the cut-off valve device andinterlock valve device are also directly controlled in accordance withthe position of piston !8 to thereby ensure definite positioning ofpiston !3 before operation of the cut-oil valve device to relieve theactuating pressure on piston l3 and also before the interlock valvedevice operates to provide for acceleration of the engine.

Communication between pipes H or Ii! and passage 203 leading to plunger203 is interlocked through the pilot piston 14 in this embodiment onlyfor the purpose of disconnecting passage 203 from the one of said pipeswhich is open to the atmosphere through the manual controller 3 whensaid manual controller is operated to control the clutch through theother of said pipes.

DescriptionFigure 9 According to this embodiment of the invention amanual controller 2" is used in place of the controller 3 shown in Fig.1 for controlling the positioning of clutch arm 3 and the speed of theengine.

The manual controller 241 comprises a 'body portion 2|8 containing twovalve devices 2|! and 220 arranged to supply and release fluid underpressure to and from pipes 22! and 222, respectively. Each of thesevalve units may be identical to the structure shown in Fig. 4 and aredisposed at opposite sides or the operating lever H1 with the valve unit2I8 located at the side of the lever adjacent the front end of thecraft. A cover 223 is secured to the body position 2!3 and this coverhas a slot 224 extending parallel to the length of the craft and throughwhich the operating lever H1 extends, said slot providing for movementof said lever from a neutral position in which it is shown only indirections toward the front or stem of the craft.

Upon movement of lever H1 from neutral position forward of the craft toa position indicated by a line bearing a legend "Forward" the valvedevice 2" is operative to supply fluid at a certain limited degree ofpressure such as ten pounds, to the pipe 22!, while upon furthermovement in a zone bearing the legend Speed control" the valve device 2I 3 is operative to increase the pressure in pipe 22! to a degree aboveten pounds corresponding to the extent of forward movement of the leverin said zone. Movement of the lever H1 toward the stern of the craft isarranged to operate the valve device 220 to provide a certain pressuresuch as ten pounds in pipe 222 at the time the lever attains theposition bearing the legend Reverse," while upon further movement of thelever into the zone indicated as "Speed control" the valve device isoperative to increase the pressure in pipe 222 in accordance with theextent of movement in said zone.

The pipes 22! and 222 lead to pressure chambers 226 and 226 provided atone side of two pistons 221 and 228 in two like clutch control valves223 and 230, respectively.

In addition to piston 221 the clutch control valve 228 comprises twooppositely seating valves 23! and 232 disposed in coaxial relation withsaid piston at one side thereof. The valve 232 is contained in a chamber233 which is constantly supplied with fluid under pressure by way of apipe 234 connected with any suitable fluid pressure source. The valve23! is contained in a chamber 235 which is in constant communicationwith the atmosphere through a port 235. These valves have oppositelydisposed fluted stems slidably mounted in bores and engaging each otherin a chamber 231 which is in constant communication with pipe H0 leadingto the pilot device 10. The piston 221 has a stem 238 extending througha bore opening to chamber 235 and in this stem is a plunger 239extending through the end of the stem for engagement with valve 23! anda spring 240 acting on said plunger urging same in a direction out ofthe end of the stem. The fit between the stem 238 and the bore in thecasing is such that the chamber below piston 221 will be open to chamber235 and thereby to the atmosphere through passage 236 at all times.

A spring 24! in chamber 233 acts on the valve 232 with such force as toinsure seating of valve 232 and unseating of valve 23! when the pressurein chamber 225 above the piston 221 is below a certain degree and toprovide for seating of the valve 23! and unseating of the valve 232 bymovement of piston 221 when piston 221 is subject to fluid in chamber225 at the pressure provided in the "Forward" position of the operatinglever H1.

The clutch control valve 230 comprises two oppositely seating valves 242and 243 contained in chambers 244 and 245 open respectively to theatmospheric passage 23B and fluid pressure supply pipe 234. These valvesalso have fluted stems extending into engagement with each other in achamber 248 to which pipe H! is constantly connected. The piston 228 hasa stem 241 containing a plunger 248 engaging the valve 242 and a spring240 acting on the plunger 243. The stem 241 also has a suflicientlyloose fit in the bore in which it operates to provide for the chamber atthe lower side of the piston being open to the atmosphere by way ofchamber 244. A spring 250 in chamber 245 acts on the valve 243 with suchforce as to hold same seated and the valve 242 unseated when thepressure of fluid in chamber 226 on the top of the piston 228 is lessthan a certain degree and to provide for seating of valve 242 andunseating of valve 243 when the pressure in said chamber is increased tothe degree provided in "Reverse" position of the operating lever H1.

From the above description it will be seen that when the operating leveris moved to Forward" position. the fluid pressure supplied to chamber223 will move the piston 221 downwardly for closing valve 23! andopening valve 232. the valve 232 open, fluid under pressure will flowfrom chamber 233 to chamber .231 and thence through pipe It! foreffecting operation of the pilot device I0 and clutch control piston !8to move the clutch lever 3 from "Neutral" position to its "Forward"position. On the other hand, if the lever !!1 is moved to "Reverseposition, the fluid pressure supplied to chamber 226 will actuate piston228 togclose the valve 242 and unseat the valve 243 for therebysupplying fluid under pressure to pipe for effecting operation of thepilot device 10 and clutch piston !8 to move the clutch lever from"Neutral" position to its Reverse" position.

The pipes 22! and 222 are connected to the opposite ends of a doublecheck valve device 26!, the side outlet of which is connected to pipe!03 leading to the fuel supply control device 3. 'The fuel supplycontrol device 8 may be identical to that disclosed in Fig. 1 exceptprovided with a With spring 252 which acts on the piston I with suchforce as to maintain the piston in its engine idlin position shownagainst pressure of fluid attained in pipes 22I or 222 when theoperating lever H1 is in either its "Forward or its Reverse position. Itwill be noted that when the lever I I1 is moved to its Forward"position, fluid supplied to pipe 22I will flow through the double checkvalve 25I and pipe I to chamber I05 in the fuel supply control device 5,while, when the lever is moved to Reverse" position this chamber will besupplied with fluid under pressure from pipe 222 through the doublecheck valve device 25I Thus when the operating lever H1 is moved toeither its "Forward or Reverse" position for engaging the clutch asabove described, the same pressure as provided in pipe 22I or 222 forcausing operation of the clutch arm 3 will be eflective in chamber I05of the fuel supply control device 5, which pressure however will notmove the piston I00 in said device out of its engine idling positionshown in the drawing.

To move the piston I00 in the fuel supply control device 8 out of idlingposition the lever II1 must be moved either beyond the "Forward"position or Reverse position into the zone providing for speed controlto thereby provide a greater degree of pressure in either pipe 22I orpipe 222 and thereby in chamber I05 on piston I00 of the fuel supplycontrol device 1. This greater pressure obtained in chamber I05 willthen move piston I05 out of idling position for acceleratin the engineto a degree dependent upon the distance the piston is moved from itsidling position shown, and which in turn depends upon the extent ofmovement of the operating lever away from either the "Forward" or"Reverse" position into one or the other of the speed control zones.

When the operator desires to move the clutch control lever 3 to "Neutralposition when the craft is moving either forwardly or in reverse, hereturns the lever to neutral position shown and during such movement itwill be seen that the pressure in chamber I05 01' the fuel supplycontrol device 5 will reduce to the degree providing for movement ofpiston I00 back to its engine idling position, before the pressure inchamber 225 or 225 of the clutch control valves 220 or 250,respectively, becomes reduced sufliciently for piston 221 or 225 toreturn to its upper position for cutting oil the supply of fluid underpressure to pipe I I0 or III and venting said pipe so as to causedisengagement of the clutch.

Thus, with this structure the parts controlling the clutch will operateto effect engagement of the clutch before the fuel supply control deviceoperates to accelerate the engine and said device will operate toprovide for reducing the speed of the engine to idling before said partsoperate to effect disengagement of the clutch. Of importance is the factthat these controls are attained merely by movement of the lever I I1 ina straight line from its neutral position, the lever being movable inthe direction of the front of the craft when movement of the craft inthat direction is desired and toward the stern of the craft whenmovement in reverse is desired and acceleration of the engine beingcontrolled by further movements of said lever in the same direction.

Like the manual controller 5 a spring pressed shoe I15 on the operatinglever II1 may engage a surface on the interior of the cover portion 2".

This surface between the forward and reverse positions is arcuate inshape to provide for automatic return of the lever to neutral positionfrom either "Forward" or "Reverse" positions upon release of the leverby the operator. Beyond the Forward" or Reverse" positions the innersurface of the cover is engaged by the shoe I 10 which surface isdisposed at right angles to the lever H1 when the lever is in itsneutral position so that friction between the shoe I18 and theseportions of the surface will hold the lever H1 in any desired positionin either of the speed control zones without manual effort.

Descrlption-Fiqure 10 According to this embodiment a manual controller255 i provided for controlling operation only of the clutch controlpilot device 10 and thereby the clutch actuating piston I5, and aseparate controller 255 is provided for controlling operation of thefuel supply control device 5 and thereby the speed of the engine. Thecontroller 255 may be the same as the controller 5 except that the valveunits H5 and H5 and the slots I20 and I25 are omitted. In other words,this control valve has only a slot I22 providing for movement of leverII1 either toward the front or toward the stern of the craft to providefor control of the clutch.

The controller 255 may be of any suitable type comprising an operatinghandle 251 having an idling position such as shown in the drawing foreffecting a release of fluid under pressure from piston chamber I05 inthe fuel supply control device 5 in order to provide for operation ofthe engine at idling speed. The handle may be'movable from this positionthrough a zone to a position indicated by a line 250 for supplying fluidto chamber I05 in the fuel supply control device 5 at a pressuredependent upon the extent of movement from idling position, the maximumdegree of pressure and therefore operation of the engine at full speedor full output being attained with the handle 251 in the positionindicated by line 255. I

It is desired that the handle251 be in its idling position whenever theclutch on the craft controlled by the manual controller 255 isdisengaged and until after the clutch is engaged. To accomplish this enda cylinder 255 is associated with the speed control device 255. Thiscylinder contains a piston 250 having a stem 25I so arranged as toengage an extension 252 of lever 251. The piston 250 has at one side apressure chamber 255 connected to a pipe 254 leading to the side outletof a double check valve device 255. At the opposite side of the pistonis a spring 255 acting on the piston for urging same in the direction ofthe extension 252 of lever 251. With the lever 25! in any position outof its idling position, the spring is operative through the piston 250and plunger 25] to move the lever back to idling position when thechamber 255 is at or substantially at atmospheric pressure.

The opposite ends of the double check valve 255 are connected to pipes II0 and I II whereby upon supply of fluid under pressure to either ofsaid pipes for effecting movement of the clutch arm 3 to either theForward" or "Reverse" position fluid will flow through the double checkvalve device and pipe 255 to chamber 255 and therein act on piston 250against the spring 255. When the pressure in either pipe I I0 or I II isincreased to a degree which insures movement of the pilot piston 14 toeither of its extreme positions, this pressure then overcomes theopposing escapes pressure or spring 288 and moves the piston 288 to aposition in which plunger III is withdrawn from the zone of movement ofextension 282 when the lever 28! is operated between its idling positionshown and the full speed position indicated by line 288.

It will thus be seen that when either of the pipes H8 or iii is suppliedwith fluid at a pressure required for eflecting movement of the clutcharm 8 to either its "Forward or "Reverse" position, the cylinder device288 will be conditioned to provide for desired positioning of the speedcontrol lever 288 between idling position and the full speed or powerposition indicated by line 258.

Howevenwhen the manual controller 288 is .operated to release fluidunder pressure from either pipe H8 or ill for eiIecting movement of theclutch control arm 3 out of either the forward or "reverse" position,the spring 288 will act upon initiating such reduction in pressure ineither oi said pipes and thereby in piston chamber 288 to project theplunger 2 for moving the speed control lever 28'! to its idling positionin which it will be maintained until fluid pressure is subsequentlyincreased in pipe I ill or pipe Iii to a degree required for positioningthe clutch lever I in either "Forward" or Reverse" position.

This structure therefore provides for reducing oi the speed of theengine to idling and for maintaining the speed at idling upondisengagement oi the clutch and while the clutch is disengaged andfurther insures against the engine being accelerated until subsequentengagement of the clutch.

Description-Figure 11 If desired, the device for positioning the clutchoperating arm 2 may be voi a type capable of.

control electro-pneumatically Irom a manual controller such as thedevice 8. Such an arrangement is shown in Fig. 11, which arrangementcomprises two magnets 218 and 2' arranged for controlling the supply oifluid under pressure to and the release or fluid under pressure frompipes H8 and ill respectively for controlling the position of the clutcharm 8. Both of these magnets may be identical and may comprise twooppositely seating valves 212 and 218 contained in chambers 214 and 218,respectively. A spring 211 in chamber 214 acts on valve 212 for seatingsame and unseating the valve 213 upon deenergization oi. the controllingmagnet. The chamber 214 is constantly supplied with fluid under pressurefrom a supply pipe 218 while chamber 218 is in constant communicationwith the atmosphere.

Energization of magnet 218 is adapted to seat valve 218 and unseat thevalve 212 to thereby supply fluid under pressure from pipe 218 to pipeH8 for effecting movement or the clutch control arm 3 to its "Forwardposition, while energization oi magnet 2' is arranged to cause fluidunder pressure to be supplied from pipe 218 to pipe Iii Ior effectingmovement of the clutch control arm 3 to its Y"Reverse position, in thesame manner as when fluid pressure is supplied to either 01 these pipesby operation or the manual controller 8 shown in Fig. 1.

In this embodiment, the controller 8 is arranged in its forward positionto supply fluid under pressure to a pipe 218 and in its reverse positionto supply fluid under pressure to a pipe 280, these pipes correspondingto the pipes I I8 and l I l connected to the controller in Fig. l. Thepipe 218 leads to a chamber 28i provided at one side or a piston 282,the opposite side or which is subject to the opposing pressure 01 aspring 283. The piston is provided with a. stem tor operating a switch284 arranged to electrically connect a battery 285 to a wire 288connected with the electromagnet 218.

When the controller 8 is moved toward the right-hand to cause movementof the craft torwardly, the fluid pressure supplied to pipe 218 willflow to chamber 28i and therein act on piston 282 to effect movement ofsaid piston in the direction of the left-hand. This movement willactuate the switch 284 to connect the battery 288 to wire 288 forthereby eflecting energization of the electromagnet 218 to supply fluidunder pressure to pipe Hi). This supply of fluid to pipe H8 will thenactuate the clutch control device 8 to effect movement of clutch controlarm 3 to its Forward position in the same manner as above described.

Return of the lever i I! in the manual controller 8 to neutral positionwill vent fluid under pressure from pipe 218 whereupon spring 283 willreturn the piston 282 to the position shown for thereby opening theconnection between battery 288 and wire 288 for effecting deenergizationoi the electromagnet 210. This deenergization 01 of electromagnet 218will in turn release fluid under pressure from pipe H8 whereupon the!clutch control device will operate to return the clutch control lever 3from its Forward position to its Neutral" position.

Movement of the lever iil toward the left-hand or stern of the craftwill supply fluid under pressure through pipe 288 to a chamber 281 atone side oi a piston 288 for actuating said piston to thereby move aswitch member 288 into circuit closing relation between battery 286 anda wire 288. The electromagnet 2' will as a result be energized to supplyfluid under pressure to pipe lli whereupon the clutch control device 8will operate. to eflect movement of the clutch control arm 3 fromitsNeutral" position to its "Reverse" position. Upon return of lever Ill toits neutral position a spring 28i acting on piston 288 will actuate sameand thereby the switch 288 to break the circuit between battery 288 andelectromagnet 2H whereupon fluid under pressure will be released trompipe ill and as a result the clutch control device will operate toreturn the clutch control lever 8 from its Reverse" position to its"Neutral" position.

Description-Figure 12 According to this embodiment oi the invention theclutch control lever 8 is pivotally connected by a rod 288 to a lever288 intermediate its ends. One end 01 the lever 288 is pivotallyconnected to the end of a piston rod 281 which projects from a piston288 mounted to reciprocate in a cylinder 288. The opposite end of thelever 286 is pivotally connected to the end oi a piston rod 308 whichprojects from a piston 30! mounted to reciprocate in a cylinder 302. Thetwo cylinders 288 and 882 are oppositely disposed and arranged one ateither side of the lever 286. The piston 288 in cylinder 288 has at oneside a pressure chamber 303 and at the opposite side a pressure chamber304, while at opposite sides of the piston 3M are corresponding pressurechambers 308 and 886.

When the pistons 298 and 8M are at the opposite ends of their cylindersand in contact therewith, the clutch control lever 8 will occupy itsNeutral position shown. Movement of the piston 288 in the direction ofthe right-hand with the piston 38i remaining stationary will rock the 76lever 286 about the fulcrum connection with piston

